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(No Model.) 2 Sheets-Sheet 1.

W. H. GILMAN. GASH AND PARCEL TRANSMITTING APPARATUS. No. 337,830. Patented Mar. 16, 1886.

Fig. I.

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(No Model.) 2 Sheets-Sheet 2.

W. H. GILMAN.

CASH AND PARCEL TRANSMITTING APPARATUS. No. 337,830. Patented Mar. 16, 1886. F5 31 Fig.8-

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WILLARD H. GILMAN, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE GILMAN CASH RAILWVAY COMPANY, OF SAME PLACE.

CASH AND PARCEL TRANSMITTING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 337,830, dated March 16, 1886.

Application filed November 30, 1885. SerialNo. 184,370. (No model.)

To aZZ whom it may concern.-

4 Be it known that I, WILLARD H. GILMAN, of Boston, in the county of Suffolk and State of Massachusetts, have invented certain Improvements in Cash and Parcel Transmitting Apparatus for Store-Service, &c., of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification, in which- Figure 1 represents my improved elevator in the act of locating a carrier upon a forwarding-track and a receiver in a position to catch a carrier from the return-track. Fig. 2 is a perspective view of the support of the stationary portions of a track and the support for a movable section thereof with a carrier just arriving thereon. Fig. 3 represents the same, the equilibrium of the track-section being destroyed and the carrier derailed therefrom; Fig. 4, a plan of the support for the stationary portions of the track and the support for the movable section; Fig. 5, a longitudinal section showing the locking device which holds the track-section in its upright normal position. Fig. 6 is a modification of the mechanism connected with the single-rail track-section. Fig. 7 is a plan of my improved carrierreceiver; Fig. 8, a longitudinal vertical section through the center of the same. Fig. 9 is a perspective view of said receiver.

My present invention relates to the auto matic derailment of a carrier at the station to which it belongs; also to a receptacle for receiving it as it leaves the track, and to an elevator for locating the carrier thereon; and my invention consists in a movable singlerail track section having its equilibrium destroyed (t'. e., displaced from its upright normal position) by the Weight of a carrier thereon, and derailed thereby at the station thereunder.

My invention also consists in a carrier-receiver composed, essentially, of three parts a stationary upper portion, a movable lower portion,and an interposed portion, preferably formed of two equal parts or halves pivoted to the upper portion-the two halves of the middle portion being locked when closed together, in order to receive and hold a carrier, should the lower portion of the receiver be down away therefrom, to enable the salesman to remove another carrier belonging to and which had previously arrived at the same station.

My invention also consists in a carrier-elevator which on its ascent approaches the vertical plane passing through the track in order to locate a carrier thereon.

In the said drawings, A B represent the forwarding and return single-rail tracks of a cash and parcel carrier system for store-service, the respective supports a b of the stationary portions of said tracks (preferably bifurcated) being adj ustably secured to a common post, 0, extending down from the ceiling.

D is a single-rail track-section, both ends of which are disconnected from the contiguous ends of the stationary portions of the track B, and are secured to a support, 0, also bifurcated, Figs. 2 and 4. This support 0 is pivoted at d d to the stationary track-support b, the pivotal point of the support 0 being to one side of the vertical plane passing through its center of gravity, and the outer end, 6, of the support a (where the bifurcations unite) rests upon the support b, where its bifurcations unite, the support I) always maintaining a horizontal or nearly horizontal position, and the support c,when in its normal position, is similarly located within the support I).

From the foregoing construction and arrangement of the two supports b c it will be seen that the preponderance of the weight of the outer end of the movable track-section support will be sufficient to hold the movable track-section in its upright position in line with the contiguous stationary portions of the track (whether locked or unlocked) when the weight of a carrier is not thereon. The support a of this movable sin gle-rail track-section, when in its horizontal position,with its outer end resting on the support b, is locked by means of a longitudinal bolt, h, having its bearings 12 12 formed on or in said support 0, the locking end 13 of the bolt entering an opening provided for it within the contiguous bifurcation of the outer or stationarysupport, b, said bolt it having a projection which serves as a tripping device, '5, rising therefrom, and extending only into the path of the tripping device 70, connected with the carrier to be derailed at and belonging exclusively to this station. A spiral spring, Z, which surrounds the bolt, and is located between the tripping device 1' and the other bearing of the support r ans- 0, exerts a constant pressure in the direction of the arrow against the tripping device 13, to keep the bolt in its locking position, Figs. 2, 4:, and 5. A carrier belonging to a station on the track beyond or remote from the present or near one has a tripping device which will not come into contact with the tripping destationary end of the return-track 16.

vice of the track at this station, and will pass uninterruptedly over the track section D, which will maintain its upright position in line with and for closing the track. When, however, a carrier belonging to this station arrives in such position that one or both of its wheels rest upon the movable track-section D, and the graduated tripping device 2' of the latter is struck by the graduated tripping device of said carrier, the locking end of the bolt is withdrawn from the opening in the support I), and simultaneously therewith the weight of the carrier, added to that on one side of the fulcrum d of the support c, being in excess of the weight of the support on the other side of the fulcrum, the equilibrium of the tracksection D is destroyed, and, being secured to the support 0, .it swings out of line of and below the contiguous stationary portions of the track, Fig. 3, in consequence of which the carrier, being unsupported, falls from the swinging rail track-section into a carrier-receiver of this station located thereunder. At the instant the carrier is derailed the track-section support, being relieved of the weight of the carrier, is returned by its weighted end into its former horizontal position, and the track-section regains its normal upright position, where it is again securely held by the spring-actuated locking-bolt, for the passage thereover of other carriers belonging to stations beyond.

m is a stop for limiting the vibration of the support 0 when a carrier on the track-section has swung it out of line with the track.

Another form of single-rail track-section operated automatically by the carrier of the station where the track-section is located, and to be derailed thereat, will now be described. (See Figrfi.) One end of the movable tracksection 14 is pivoted at 15 to the contiguous 17 is a longitudinal bolt sliding in bearings 18 19, one, 18, secured to the side of the stationary portion of the track opposite the pivoted end of the tracksection. From this bolt rises a projection or tripping device, 20, to be struck by the tripping device 21 of the carrier when going in the direction of the arrow. Surrounding the bolt, between the tripping device 20 and the bearing 19, is aspiral spring, 22, which is sufficiently compressed (when the tripping device 20 is struck) to withdraw the locking end of the bolt from its bearing 18, thus liberating the unpivoted end of the tracksection, which, by the weight of the carrier thereon, is free to swing down on its pivot to allow of the passage of the carrier to its receiver thereunder, immediately after which the said'track-section is returned to its looking position by the spiral spring 10, wound around the pivot 15, one end of the spring 1 track.

The construction and operation of my receiver, adapted to catch two or more carriers belonging to the same station, are as follows: The upper stationary portion, G, (preferably of oval form,) is secured by its support 24 to the post 0 in such position that its center will be about vertically under the tripping device 1' or 20, Figs. 5 and 6, which is the point from which the carrier is to be derailed, the bottom of this upper stationary portion, G, being always open. To lugs p, projecting down from the opposite sides of the oval ring at the top of this stationary portion and in the direction of its shorter diameter,are pivoted'two equal parts or halves of a second'receiving portion, H, its general form being similar to but of slightly larger size than the stationary a .9

portion G above it. Each half of the portion H has an upper oval ring or band extending continuously around its entire top, while the sides and bottom of each half (as its nameimplies) extend only down from and is secured to but one-half of its oval top band, their pivotal points being so located that they close together in their normal position, as seen by the full lines 25,'Fig. 8. The third portion, I, of the receiver is located and held under the middle portion, H, by cords 26, which pass around guide-rolls, and are wound around pulleys rotated by mechanism actuated by a weight, T. The said mechanism, being well known, is not shown in thedrawings. The lower portion, I,of the receiver is drawn down by a cord,27, grasped by the salesman againstits longer diameter, are pivoted two hooks,qq, which, when the lower portion, I, is upin close proximity with the middle portion, H,

catch over the oval bands surrounding the tops of the halves of this portion, and when the portion I is thus elevated and hooked onto the middle portion, H, the halves of the latter remain closed; but after the lower portion is drawn down the halves of the portion H commence to swing on their pivots away from each other, thus opening the bottom of the portion H, and when the halves are opened to their maximum limit the oval top bands of these halves are inclined, as seen in dotted lines, Fig. 8, into a position in which'the hooks of the lower portion, I, disengage their hold therefrom, just previous to which time the carrier contained in the middle portion rier belonging to the same station, should it 7 arrive while the lower portion of the receiver is drawn down away therefrom.

I will now describe my improved elevator for locating a carrier upon the forwardingtrack at the station to which it belongs. To the post 0 is adjustably secured a horizontal arm, 1", to which is pivoted another arm, 8, which has a stop, 28, on its under side,whioh comes into contact with the bottom of the arm 1", and is thereby held in a horizontal direction when in its normal position. To the outer end of this arm 8 is pivoted the upper end of a guide-rod, L, on which the elevatorcarriage M slides. The carrier N, to be located on the forwarding-track A, is placed on the carriage M, which is raised by a cord, t, secured at one end thereto, and passing over a pulley, P, hung in bearings 29, located vertically, or nearly so, over the track A, the other end of the cord thanging within convenient reach of the salesman.

Secured to the elevator-carriage,and extending vertically above and in the path of the outer end of the pivoted arm 8, is a rod, u, which, when the elevator with the carrier thereon ascends,comes against the end of said arm 8 and tips it up on its pivot at an angle to the stationary arm 1, and as the arm 8 leaves its horizontal position the pivotal point of the guiderod L commences to approach the vertical plane passing through the center of the forwardingtrack A, and when the flanges of the wheels are on the same level as the top of the rail a slight additional rise of the elevator will simultaneously carry the grooved wheels laterally into a position directly upon the track,with the carrier supported in an upright position thereon.

The standards in which the axis of the car rier-wheels is hung come into contact with the track, and serve as stops to limit the lateral motion of the carrier and insure its being left in the exact position desired.

I claim- 1. A single-rail track-section swung from its normal position, by the weight of a carrier thereon, laterally out of the vertical plane of the line of the track, for the purpose described.

2. A single-rail track-section swung from its normal position laterally out of the vertical plane of the line of the track by the weight of a carrier which is derailed thereby, substan tially as set forth.

3. A single-rail track-section swung from its normal position laterally out of the vertical plane of the line of the track by the weight of a carrier thereon, which is derailed thereby, in combination with a carrierreceiver thereunder.

4. A single-rail track-section swung from its normal position laterally out of the vertical plane of the line of the track by the weight of a carrier thereon, which is derailed thereby, in combination with a support to which the track-section is secured, for returning the latter automatically to its vertical normal position, constructed to operate substantially as specified.

5. A weighted support for a single-rail tracksection, by which the latter is kept in its upright normal position in line with the contiguous stationary portions of the track, in combination with a carrier belonging to the station under said track-section, for laterally swinging or tipping the same automatically away from the vertical plane passing through the center of the track, for the purpose described.

6. A weighted pivoted support for asinglerail track-section, a tripping device therefor, and a locking device for holding the support and track-section in their normal position, in combination with a carrier having a tripping device so constructed as to come into contact with the track-section-tripping device, for releasing said locking device and causing the track-section to be swung on its pivoted support out of its upright normal position, for the purpose specified.

7. A movable single-rail track-section disconnected from and interposed between the contiguous portions of the stationary track, a support for the stationary portions, and a support for the movable track-section pivoted thereto, a springactuated bolt for locking the same in its normal position, and a tripping device connected with the pivoted support and located in the path of a carrier-tripping device, for unlocking the bolt and leaving the track-section free to swing out of line of the stationary portions of the track, constructed to operate substantially as set forth.

8. In combination with the single-rail tracksection and its support, the locking-bolt provided with a tripping device and surrounded by a spiral spring, as described.

9.A carrier-receiver having in its composition three essential featuresviz., an upper stationary portion, G, provided with a permanently-open bottom, a lower movable portion, I, and an intermediate portion, H, having a bottom adapted to open and close, for the purpose stated.

10. Acarrier-receiver having an upper stationary portion, G, provided with a permanently-open bottom, a lower movable portion, I, and an intermediate portion, H, pivoted to the upper portion, and having abottom adapted to open and close at determinate times, as described.

11. A stationary upper portion, G, with a permanently-open bottom, a movable lower portion, I, a middle portion, H, pivoted to the stationary portion, and having its bottom formed of two parts or halves which automatically close, so as to receive and hold a carrier while the lower or movable portion, I,

IIO

when drawn down opens the bottom of the portion I, for the purpose specified.

13. The middle portion, H, with its divided bottom closed automatically, in combination with the movable lower portion, I, provided with hooks q q, for engaging (when elevated) with the portion H, and for opening said divided bottom when drawn down, substantially as and for the purpose described.

14. A carrier-elevator which on its ascent also approaches the vertical plane passing through the track in order to locate a carrier thereon, substantially as described.

15. A carrier-elevator having the guide or way on or in which it moves pivoted to a support thereover, as set forth.

16. A support for the movable way of a carrier-elevator, consisting of a stationary arm,

elevator, in combination and for swinging up the arm 8 and allowing the guide-rod L to be simultaneously elevated and approach the vertical plane of the center of the track, to enable the carrier to be located thereon.

18. The arm 8, with its stop 28, in combination with the stationary arm 1- and guide rod L, substantially as set forth.

Witness my hand this 21st day of November, 1885.

WILLARD H. GILM AN.

In presence of- N. W. STEARNS, JAS. W. CHAPMAN. 

